JP3059252B2 - Two-cycle diesel engine with sub chamber - Google Patents
Two-cycle diesel engine with sub chamberInfo
- Publication number
- JP3059252B2 JP3059252B2 JP3212883A JP21288391A JP3059252B2 JP 3059252 B2 JP3059252 B2 JP 3059252B2 JP 3212883 A JP3212883 A JP 3212883A JP 21288391 A JP21288391 A JP 21288391A JP 3059252 B2 JP3059252 B2 JP 3059252B2
- Authority
- JP
- Japan
- Prior art keywords
- combustion chamber
- sub
- cylinder
- opening
- closing
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/02—Engines characterised by their cycles, e.g. six-stroke
- F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
- F02B2075/025—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle two
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B3/00—Engines characterised by air compression and subsequent fuel addition
- F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Landscapes
- Output Control And Ontrol Of Special Type Engine (AREA)
- Combustion Methods Of Internal-Combustion Engines (AREA)
- Exhaust-Gas Circulating Devices (AREA)
Description
【０００１】[0001]
【産業上の利用分野】本発明は、排気ガスを浄化し、更
にエンジン効率の向上を図った副室式２サイクルディー
ゼルエンジンに関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a sub-chamber type two-stroke diesel engine which purifies exhaust gas and further improves engine efficiency.
【０００２】[0002]
【従来の技術】ディーゼルエンジンの燃焼方式の１つに
副室式燃焼方式がある。この方式は主燃焼室の上部に狭
い連通孔を介して副燃焼室を設け、かつこの副燃焼室内
に燃料を噴射する燃料噴射ノズルを設ける。そして、ピ
ストンの圧縮行程終期において、副燃焼室内に噴射され
た燃料は副燃焼室内の空気と混合して燃焼を開始し、副
燃焼室内は高温高圧状態となる。この副室内の空気量は
理論空気量よりも少ない量であるので、未燃焼ガスが発
生し、この未燃焼ガスと燃焼ガスは上記連通孔を介して
主燃焼室内へと噴出し、主燃焼室内の空気と二次混合
し、未燃焼ガスは燃焼し、燃焼ガスは膨張を続ける。こ
の時の主燃焼室での燃焼は、ピストンが下降途中で主燃
焼室の体積が膨張途中であるので、この燃焼温度は直接
噴射方式のディーゼルエンジンに比べて低温度に維持さ
れる。2. Description of the Related Art One of the combustion systems of a diesel engine is a subchamber combustion system. In this method, an auxiliary combustion chamber is provided above a main combustion chamber through a narrow communication hole, and a fuel injection nozzle for injecting fuel into the auxiliary combustion chamber is provided. Then, at the end of the compression stroke of the piston, the fuel injected into the sub-combustion chamber mixes with the air in the sub-combustion chamber to start combustion, and the sub-combustion chamber enters a high-temperature and high-pressure state. Since the amount of air in the sub-chamber is smaller than the theoretical amount of air, unburned gas is generated, and the unburned gas and the combusted gas are blown out into the main combustion chamber through the communication holes, and Secondary combustion with the air, the unburned gas burns, and the combustion gas continues to expand. At this time, the combustion in the main combustion chamber is maintained at a lower temperature than that of the direct injection type diesel engine because the volume of the main combustion chamber is expanding while the piston is moving down.
【０００３】[0003]
【発明が解決しようとする課題】このように、主燃焼室
内に副燃焼室から未燃焼ガスを噴射して主燃焼室内での
燃焼速度を緩慢にし、かつ、主燃焼室内の膨張の過程で
燃焼させ燃焼温度を下げるという相乗作用により、直接
噴射式ディーゼルエンジンと比較してＮＯｘなど空気を
汚染する物質の生成を抑制することができる。しかしな
がら前記のような副室式燃焼方式であっても排気ガス中
の汚染物質を十分減量することは困難であり、更に副室
式燃焼方式のものは、主燃焼室に隣接して副燃焼室が設
けられるため、直接噴射式のエンジンと比較して燃焼室
の表面積が大きく、このためエンジンの外部に逸走する
熱が多く、エンジン効率が小さくなるという欠点があ
る。As described above, the unburned gas is injected from the sub-combustion chamber into the main combustion chamber to slow down the combustion speed in the main combustion chamber, and the combustion in the expansion process in the main combustion chamber. Due to the synergistic effect of lowering the combustion temperature, the generation of substances that pollute the air such as NOx can be suppressed as compared with a direct injection diesel engine. However, it is difficult to sufficiently reduce the amount of pollutants in the exhaust gas even in the above-described sub-chamber combustion system, and in the sub-chamber combustion system, the auxiliary combustion chamber is adjacent to the main combustion chamber. Is provided, the surface area of the combustion chamber is larger than that of a direct injection type engine, so that there is a large amount of heat escaping to the outside of the engine, and the engine efficiency is reduced.
【０００４】本発明は上記のような従来の不都合を解消
しようとするものであり、その目的は、副室式燃焼方式
のディーゼルエンジンにおいて、燃料の燃焼を従来のも
のよりも良好にすると共にエンジン効率を向上させ、更
に排気ガス中の汚染物質をできるかぎり少なくできるよ
うな副室式２サイクルディーゼルエンジンを提供しよう
とするものである。An object of the present invention is to solve the above-mentioned disadvantages of the prior art. It is an object of the present invention to improve fuel combustion in a sub-chamber combustion type diesel engine and improve the engine performance. An object of the present invention is to provide a sub-chamber type two-stroke diesel engine that can improve efficiency and further reduce pollutants in exhaust gas as much as possible.
【０００５】上記のごとき本発明の目的を達成するため
に、本願の請求項１に係る発明は、多気筒の副燃焼室式
２サイクルディーゼルエンジンにおいて、駆動軸に連結
した第１のピストンを有し、上部に設けた主燃焼室と、
主燃焼室に対する吸気弁機構と排気弁機構を有する第１
の気筒と、駆動軸に連結した第２のピストンを有し、上
部に設けた主燃焼室と、主燃焼室に対する吸気バルブ機
構と排気バルブ機構を有する第２の気筒と、上記第１と
第２の気筒に近接して設けられた副燃焼室と、該副燃焼
室内に燃料を噴射する燃料噴射ノズルと、上記副燃焼室
と第１の気筒の主燃焼室とを連通する第１の連通孔と、
上記副燃焼室と第２の気筒の主燃焼室とを連通する第２
の連通孔と、上記第１の連通孔を開閉する第１の噴孔開
閉バルブと、上記第２の連通孔を開閉する第２の噴孔開
閉バルブと、第１の気筒の主燃焼室の膨張行程の内圧と
第２の気筒の主燃焼室の圧縮工程の内圧とがほぼ等しい
状態で第１の噴孔開閉バルブを閉じるとともに第２の噴
孔開閉バルブを開き、第１の気筒の主燃焼室の圧縮工程
の内圧と第２の気筒の主燃焼室の膨張行程の内圧がほぼ
等しい状態で第１の噴孔開閉バルブを開くとともに第２
の噴孔開閉バルブを閉じる噴孔開閉バルブの駆動手段
と、を具備してなる副室式２サイクルディーゼルエンジ
ンを提供する。本願の請求項２に係る発明では、請求項
１に係る発明に加えて、副燃焼室に燃料を噴射する燃料
噴射ノズルを複数個設けたことを特徴とする副室式２サ
イクルディーゼルエンジンを提供する。本願の請求項３
に係る発明では、請求項１に係る発明に加えて、上記噴
孔開閉バルブの駆動手段は、２つの噴孔開閉バルブの開
閉タイミングを調整する調整手段を備えていることを特
徴とする副室式２サイクルディーゼルエンジンを提供す
る。[0005] In order to achieve the object of the present invention as described above, the invention according to claim 1 of the present application provides a multi-cylinder auxiliary combustion chamber type two-cycle diesel engine having a first piston connected to a drive shaft. And a main combustion chamber provided at the top,
First having an intake valve mechanism and an exhaust valve mechanism for the main combustion chamber
And a second cylinder having a main combustion chamber provided at an upper portion thereof, an intake valve mechanism and an exhaust valve mechanism for the main combustion chamber, and the first and second cylinders. A second combustion chamber provided in proximity to the second cylinder, a fuel injection nozzle for injecting fuel into the second combustion chamber, and a first communication between the second combustion chamber and the main combustion chamber of the first cylinder. Holes and
A second communication between the sub combustion chamber and the main combustion chamber of the second cylinder.
A first injection hole opening / closing valve for opening / closing the first communication hole, a second injection hole opening / closing valve for opening / closing the second communication hole, and a main combustion chamber of the first cylinder. When the internal pressure of the expansion stroke and the internal pressure of the compression process of the main combustion chamber of the second cylinder are substantially equal to each other, the first injection port opening / closing valve is closed and the second injection port opening / closing valve is opened, so that the first cylinder main port is opened. When the internal pressure in the compression step of the combustion chamber and the internal pressure in the expansion stroke of the main combustion chamber of the second cylinder are substantially equal, the first injection hole opening / closing valve is opened and the second injection port is opened.
And a driving means for the injection hole opening / closing valve for closing the injection hole opening / closing valve. According to the invention of claim 2 of the present application, in addition to the invention of claim 1, there is provided a sub-chamber type two-cycle diesel engine, wherein a plurality of fuel injection nozzles for injecting fuel into the sub-combustion chamber are provided. I do. Claim 3 of the present application
In the invention according to the first aspect, in addition to the invention according to the first aspect, the driving means for the injection hole opening / closing valve includes an adjustment means for adjusting the opening / closing timing of the two injection hole opening / closing valves. An expression two-stroke diesel engine is provided.
【０００６】[0006]
【作用】本発明において、一方の噴孔開閉バルブは一方
のシリンダの圧縮過程の途中で開弁される。この時他方
の噴孔開閉バルブは連通孔を閉塞している。副燃焼室に
は圧縮空気が充満し、ピストンの上死点少し前で燃料が
副燃焼室内に噴射され、燃料は燃焼する。そして一方の
シリンダの排気弁が開弁して排気が開始される前後にこ
れまで開弁していた一方の噴孔開閉バルブは閉弁され、
副燃焼室内には燃焼ガスが残留する。この段階では他方
のシリンダの掃気が完了し圧縮行程に移行している。そ
して、副燃焼室に充満している燃焼ガスの圧力と他方の
シリンダの燃焼室内の圧力が略等しくなった段階で他方
の噴孔開閉バルブが開弁する。他方のシリンダの圧縮が
進むと、他方のシリンダの燃焼室から副燃焼室内に空気
が圧送され先に副燃焼室内に充満している燃焼ガスとで
大きな渦流を生じる。ピストンの上死点少し前で燃料が
副燃焼室内に噴射される。副燃焼室内に噴射された燃料
との混合撹乱が促進され副燃焼室に噴射された燃料が緩
慢に燃焼して、副燃焼室内でのＮＯｘの発生が抑制され
る。他方のシリンダ内のピストンが上死点を過ぎると膨
張行程に入り、副燃焼室内の燃焼ガスは燃焼室内に流入
し、燃焼室内に送り込まれた未燃焼ガスは緩慢に燃焼
し、かつ膨張行程での燃焼であるので低温燃焼する。こ
れにより、ＮＯｘの発生がさらに低減される。このよう
に、副燃焼室内でのＮＯｘの発生を抑制し、かつ、ピス
トンの圧縮および膨張の行程と両方の噴孔開閉バルブの
開閉タイミングを調整することにより副燃焼室内の燃焼
と主燃焼室への燃焼ガスの供給量を調整することが可能
になる。また、副燃焼室内において、主燃焼室から圧送
される空気により副燃焼室内に充満している燃焼ガスと
噴射された燃料との撹乱混合の調整も可能になる。そし
て、副燃焼室は二つのシリンダに対して一つであるの
で、副燃焼室の外表面から放散される熱量は従来のシリ
ンダ一つに対して一つ設けられていたものに比べて半分
になる。In the present invention, one injection hole opening / closing valve is opened during the compression process of one cylinder. At this time, the other injection hole opening / closing valve closes the communication hole. The sub-combustion chamber is filled with compressed air, and fuel is injected into the sub-combustion chamber shortly before the top dead center of the piston to burn the fuel. Then, before and after the exhaust valve of one cylinder is opened and the exhaust is started, the one injection hole opening / closing valve that has been opened so far is closed,
The combustion gas remains in the sub-combustion chamber. At this stage, scavenging of the other cylinder is completed, and the process shifts to the compression stroke. Then, when the pressure of the combustion gas filling the sub-combustion chamber becomes substantially equal to the pressure in the combustion chamber of the other cylinder, the other injection hole opening / closing valve is opened. As the compression of the other cylinder progresses, air is pressure-fed from the combustion chamber of the other cylinder into the sub-combustion chamber, and a large vortex flows with the combustion gas that has filled the sub-combustion chamber first. Shortly before the top dead center of the piston, fuel is injected into the auxiliary combustion chamber. Disturbance of mixing with the fuel injected into the sub-combustion chamber is promoted, the fuel injected into the sub-combustion chamber burns slowly, and the generation of NOx in the sub-combustion chamber is suppressed. When the piston in the other cylinder passes the top dead center, it enters the expansion stroke, the combustion gas in the sub-combustion chamber flows into the combustion chamber, the unburned gas sent into the combustion chamber burns slowly, and in the expansion stroke. It burns at low temperature because it is burning. Thereby, the generation of NOx is further reduced. As described above, the generation of NOx in the sub-combustion chamber is suppressed, and the combustion in the sub-combustion chamber and the main combustion chamber are controlled by adjusting the compression and expansion strokes of the piston and the opening / closing timing of both injection hole opening / closing valves. It becomes possible to adjust the supply amount of the combustion gas. Further, in the sub-combustion chamber, it becomes possible to adjust the turbulent mixing of the combustion gas filled in the sub-combustion chamber and the injected fuel by the air fed from the main combustion chamber. And since there is one sub-combustion chamber for two cylinders, the amount of heat dissipated from the outer surface of the sub-combustion chamber is halved compared to one provided for one conventional cylinder. Become.
【０００７】[0007]
【実施例】以下本発明の一実施例について説明する。図
１および図２に示すように二つのシリンダ１および２は
縦方向に並列に並べられ、これらシリンダ１および２の
中間位置であって、これらシリンダ１、２の上部すなわ
ち主燃焼室２２、２３の上部に副燃焼室３が設けられて
いる。この副燃焼室３と二つのシリンダ１および２の主
燃焼室２２、２３との間には連通孔４および５が設けら
れ、一つの副燃焼室３は二つのシリンダ１および２に対
して共通である。副燃焼室３の中には、２つの噴孔開閉
バルブ６、７が上下動自在に配置されており、これら噴
孔開閉バルブが下端位置にある時、噴孔開閉バルブ下面
が連通孔を閉塞し、上部に引き上げられた時連通孔を開
く。An embodiment of the present invention will be described below. As shown in FIGS. 1 and 2, the two cylinders 1 and 2 are arranged side by side in the vertical direction, and are located at an intermediate position between the cylinders 1 and 2 and the upper portions of the cylinders 1 and 2, that is, the main combustion chambers 22 and 23. The sub-combustion chamber 3 is provided in the upper part of the. Communication holes 4 and 5 are provided between the sub combustion chamber 3 and the main combustion chambers 22 and 23 of the two cylinders 1 and 2, and one sub combustion chamber 3 is common to the two cylinders 1 and 2. It is. In the sub-combustion chamber 3, two injection hole opening / closing valves 6 and 7 are vertically movably arranged. When the injection hole opening / closing valve is at the lower end position, the lower surface of the injection hole opening / closing valve closes the communication hole. Then, open the communication hole when pulled up.
【０００８】図２に示すように、副燃焼室３には燃料噴
射ノズル８および９が設けられている。図１には示して
いないが、シリンダ１の上部には排気弁１０、１１が設
けられ、シリンダ２の上部排気弁１２、１３が設けられ
ている。なお、本発明の実施例は、ユニフロー型の２サ
イクルエンジンであり、このため、各シリンダの下部側
面には、周知の吸気口２４、２５が設けてある。なお、
該吸気口２４、２５に掃気圧力を付与する吸気ポンプな
どを有するが、図面が複雑となるため、それらの記載を
省略してある。As shown in FIG. 2, the sub-combustion chamber 3 is provided with fuel injection nozzles 8 and 9. Although not shown in FIG. 1, exhaust valves 10 and 11 are provided at the upper part of the cylinder 1, and upper exhaust valves 12 and 13 of the cylinder 2 are provided. The embodiment of the present invention is a uniflow type two-stroke engine, and therefore, well-known intake ports 24 and 25 are provided on the lower side surface of each cylinder. In addition,
Although an intake pump for applying a scavenging pressure to the intake ports 24 and 25 is provided, the description thereof is omitted because the drawing becomes complicated.
【０００９】このように構成した本実施例の作用につい
て図３を参照しつつ説明する。図３において、曲線１４
は図１に示すピストン２０の圧縮および膨張行程を示
し、曲線１６は図１に示す主燃焼室２２の掃気過程を、
また曲線１７は排気過程を示している。また、曲線１５
は図１に示すピストン２１の圧縮および膨張行程を示
し、曲線１８は図１に示す主燃焼室２３の掃気過程を、
また曲線１９は排気過程を示している。The operation of the embodiment constructed as described above will be described with reference to FIG. In FIG. 3, curve 14
1 shows a compression and expansion stroke of the piston 20 shown in FIG. 1, and a curve 16 shows a scavenging process of the main combustion chamber 22 shown in FIG.
Curve 17 shows the evacuation process. Curve 15
1 shows a compression and expansion stroke of the piston 21 shown in FIG. 1, and a curve 18 shows a scavenging process of the main combustion chamber 23 shown in FIG.
Curve 19 shows the exhaust process.
【００１０】図１の状態はピストン２０が上死点（ＴＤ
Ｃ）にあり副燃焼室３に設けた噴孔開閉バルブ６は連通
孔４を開いた状態にあり、一方ピストン２１は下死点に
あり副燃焼室３に設けられた噴孔開閉バルブ７は連通孔
５を閉じた状態にある（図３タイミングｔ１）。図３を
用いて、順次これら噴孔開閉バルブ６および７の開閉の
タイミングについて説明する。In the state shown in FIG. 1, the piston 20 is at the top dead center (TD).
C), the injection hole opening / closing valve 6 provided in the sub-combustion chamber 3 is in a state where the communication hole 4 is opened, while the piston 21 is at the bottom dead center and the injection hole opening / closing valve 7 provided in the sub-combustion chamber 3 is The communication hole 5 is closed (timing t1 in FIG. 3). The opening / closing timing of the injection hole opening / closing valves 6 and 7 will be sequentially described with reference to FIG.
【００１１】図１の状態では、既に副燃焼室３の燃料噴
射ノズル８から燃料が噴射され、燃焼ガス及び未燃焼ガ
スは副燃焼室３から連通孔４を通過して、主燃焼室２２
に噴出し、２次燃焼しながら膨張を始める。このため、
ピストン２０は下降を開始し、ピストン２１は上昇を始
める。この時、シリンダ２には、下端壁の吸気孔２５か
ら新気が導入され掃気が行なわれ、その後、排気弁１
２、１３が閉じる。ピストン２０が下降する途中であ
り、排気弁１０、１１が開いて排気が行なわれる前後の
タイミングｔ２で噴孔開閉バルブ６が閉じるため、燃焼
ガスの一部は副燃焼室３内に残留する。また、ピストン
２１は上昇して圧縮行程にある途中のタイミングｔ２で
噴孔開閉バルブ７が開き、引き続きピストン２１が上昇
して、燃焼室２３内の新気を連通孔５を介して副燃焼室
３内に導入する。副燃焼室３内では、燃焼ガスと新気が
混合し、ＥＧＲが達成される。ピストン２１が上死点
（ＴＤＣ）に到達する少し前に燃料噴射ノズル９から燃
料が副燃焼室３内に噴射され、燃焼ガス及び未燃焼ガス
は副燃焼室３から連通孔５を通過して、主燃焼室２３に
噴出し、２次燃焼しながら膨張を始める。このため、ピ
ストン２１は下降を開始し、ピストン２０は上昇を始め
る。この時、シリンダ１内には、下端側壁の吸気孔２４
から新気が導入され掃気が行なわれ、その後、排気弁１
０、１１が閉じる。ピストン２１が下降する途中であ
り、排気弁１２、１３が開いて排気が行なわれる前後の
タイミングｔ３で噴孔開閉バルブ７が閉じるため、燃焼
ガスの一部は副燃焼室３内に残留する。また、ピストン
２０は上昇して圧縮行程にある途中のタイミングｔ３で
噴孔開閉バルブ６が開き、引き続きピストン２０が上昇
して、燃焼室２２内の新気を連通孔４を介して副燃焼室
３内に導入する。副燃焼室３内では、燃焼ガスと新気が
混合し、ＥＧＲが達成される。In the state shown in FIG. 1, fuel is already injected from the fuel injection nozzle 8 of the sub-combustion chamber 3, and the combustion gas and the unburned gas pass through the communication hole 4 from the sub-combustion chamber 3 to the main combustion chamber 22.
And expands while performing secondary combustion. For this reason,
The piston 20 starts lowering, and the piston 21 starts rising. At this time, fresh air is introduced into the cylinder 2 from the intake hole 25 in the lower end wall, and scavenging is performed.
2, 13 are closed. Since the injection hole opening / closing valve 6 is closed at the timing t2 before and after the exhaust valves 10 and 11 are opened and the exhaust is performed while the piston 20 is descending, a part of the combustion gas remains in the sub-combustion chamber 3. Further, the piston 21 rises and the injection hole opening / closing valve 7 opens at a timing t2 in the middle of the compression stroke, and the piston 21 further rises, and fresh air in the combustion chamber 23 flows through the communication hole 5 to the sub-combustion chamber. Introduce into 3. In the sub-combustion chamber 3, the combustion gas and fresh air are mixed to achieve EGR. Shortly before the piston 21 reaches the top dead center (TDC), fuel is injected from the fuel injection nozzle 9 into the sub-combustion chamber 3, and combustion gas and unburned gas pass through the communication hole 5 from the sub-combustion chamber 3. Then, the fuel is injected into the main combustion chamber 23 and starts to expand while performing secondary combustion. Therefore, the piston 21 starts to descend, and the piston 20 starts to rise. At this time, an intake hole 24 in the lower side wall is provided in the cylinder 1.
Fresh air is introduced from the chamber and scavenging is performed.
0 and 11 are closed. Since the injection hole opening / closing valve 7 is closed at the timing t3 before and after the exhaust valves 12 and 13 are opened and the exhaust is performed while the piston 21 is being lowered, a part of the combustion gas remains in the sub-combustion chamber 3. Further, the piston 20 rises and the injection hole opening / closing valve 6 opens at a timing t3 during the compression stroke, and the piston 20 further rises, and fresh air in the combustion chamber 22 is transferred through the communication hole 4 to the sub-combustion chamber. Introduce into 3. In the sub-combustion chamber 3, the combustion gas and fresh air are mixed to achieve EGR.
【００１２】上記のように、副燃焼室３内でのＮＯｘの
発生を抑制し、かつ、ピストン２０、２１の圧縮および
膨張の行程と噴孔開閉バルブ６および７の開閉タイミン
グを調整することにより副燃焼室３内の燃焼と主燃焼室
２２、２３への燃焼ガスの供給量を調整することが可能
になる。また、副燃焼室３内において、主燃焼室２２、
２３から圧送される空気により副燃焼室３内に充満して
いる燃焼ガスと噴射された燃料との撹乱混合の調整も可
能になる。As described above, the generation of NOx in the sub-combustion chamber 3 is suppressed, and the compression and expansion strokes of the pistons 20 and 21 and the opening and closing timing of the injection hole opening and closing valves 6 and 7 are adjusted. It is possible to adjust the combustion in the sub-combustion chamber 3 and the supply amount of the combustion gas to the main combustion chambers 22 and 23. In the sub-combustion chamber 3, the main combustion chamber 22,
It is also possible to adjust the turbulent mixing between the combustion gas filling the sub-combustion chamber 3 and the injected fuel by the air fed from the nozzle 23.
【００１３】そして、副燃焼室３は二つのシリンダ１お
よび２に対して一つであるので、副燃焼室３の外表面か
ら放散される熱量は従来のシリンダ一つに対して一つ設
けられていたものに比べて半分になる。Since one sub-combustion chamber 3 is provided for each of the two cylinders 1 and 2, the amount of heat dissipated from the outer surface of the sub-combustion chamber 3 is provided for one conventional cylinder. It is halved compared to what it was.
【００１４】上記実施例では、シリンダに対応する燃料
噴射ノズルのみから燃料を噴射しているが、常時２本の
燃料噴射ノズルから燃料を副燃焼室内に噴射するように
構成しても良いし、このようにすれば、副燃焼室内にお
いて燃料と同室内に満たされているガスとの混合が極め
て円滑になり、副燃焼室内の燃焼が大幅に改善されるこ
とになる。In the above embodiment, the fuel is injected only from the fuel injection nozzle corresponding to the cylinder. However, the fuel may always be injected from the two fuel injection nozzles into the sub-combustion chamber. In this way, the mixing of the fuel and the gas filled in the sub-combustion chamber becomes extremely smooth, and the combustion in the sub-combustion chamber is greatly improved.
【００１５】以上詳細に説明したように、本発明は、多
気筒の副燃焼室式２サイクルディーゼルエンジンにおい
て、駆動軸に連結した第１のピストンを有し、上部に設
けた主燃焼室と、主燃焼室に対する吸気弁機構と排気弁
機構を有する第１の気筒と、駆動軸に連結した第２のピ
ストンを有し、上部に設けた主燃焼室と、主燃焼室に対
する吸気バルブ機構と排気バルブ機構を有する第２の気
筒と、上記第１と第２の気筒に近接して設けられた副燃
焼室と、該副燃焼室内に燃料を噴射する燃料噴射ノズル
と、上記副燃焼室と第１の気筒の主燃焼室とを連通する
第１の連通孔と、上記副燃焼室と第２の気筒の主燃焼室
とを連通する第２の連通孔と、上記第１の連通孔を開閉
する第１の噴孔開閉バルブと、上記第２の連通孔を開閉
する第２の噴孔開閉バルブと、第１の気筒の主燃焼室の
膨張行程の内圧と第２の気筒の主燃焼室の圧縮工程の内
圧とがほぼ等しい状態で第１の噴孔開閉バルブを閉じる
とともに第２の噴孔開閉バルブを開き、第１の気筒の主
燃焼室の圧縮工程の内圧と第２の気筒の主燃焼室の膨張
行程の内圧がほぼ等しい状態で第１の噴孔開閉バルブを
開くとともに第２の噴孔開閉バルブを閉じる噴孔開閉バ
ルブの駆動手段と、を具備した構成を有するので、副燃
焼室のＥＧＲを可能にして副燃焼室のＮＯｘを低減する
とともに、主燃焼室のＮＯｘを低減し排気ガスから排出
されるＮＯｘを大幅に低減することができる。As described in detail above, the present invention relates to a multi-cylinder sub-combustion chamber type two-stroke diesel engine having a first piston connected to a drive shaft and having a main combustion chamber provided at an upper portion thereof. A first cylinder having an intake valve mechanism and an exhaust valve mechanism for the main combustion chamber, a second piston connected to a drive shaft, a main combustion chamber provided at an upper portion, an intake valve mechanism for the main combustion chamber, and exhaust gas A second cylinder having a valve mechanism; a sub-combustion chamber provided in proximity to the first and second cylinders; a fuel injection nozzle for injecting fuel into the sub-combustion chamber; A first communication hole communicating the main combustion chamber of the first cylinder, a second communication hole communicating the sub combustion chamber with the main combustion chamber of the second cylinder, and opening and closing of the first communication hole A first injection hole opening / closing valve for opening and closing a second injection hole for opening / closing the second communication hole When the valve and the internal pressure of the expansion stroke of the main combustion chamber of the first cylinder are substantially equal to the internal pressure of the compression process of the main combustion chamber of the second cylinder, the first injection hole opening / closing valve is closed and the second injection is closed. The first opening / closing valve is opened when the internal pressure in the compression step of the main combustion chamber of the first cylinder is substantially equal to the internal pressure in the expansion stroke of the main combustion chamber of the second cylinder. And a drive means for the injection hole opening / closing valve that closes the injection hole opening / closing valve, so that the EGR of the auxiliary combustion chamber is enabled to reduce the NOx of the auxiliary combustion chamber and the NOx of the main combustion chamber. In addition, NOx emitted from exhaust gas can be significantly reduced.
【００１６】また、上記二つの噴孔開閉バルブの開閉の
タイミングを調整してＮＯｘの低減を図ることができる
とともに、副燃焼室内での燃料と空気との混合をよくし
て、副燃焼室内での燃焼を良好にするとともに副燃焼室
の外表面からの熱の放散を少なくしエンジンの効率を向
上することができる。Further, the timing of opening and closing the two injection hole opening and closing valves can be adjusted to reduce NOx, and the mixing of fuel and air in the sub-combustion chamber can be improved to improve the mixing in the sub-combustion chamber. And the efficiency of the engine can be improved by reducing heat dissipation from the outer surface of the sub-combustion chamber.
【００１７】さらに、副燃焼室内には、複数個の燃料噴
射ノズルを配置でき、複数個の燃料噴射ノズルから燃料
を噴射できるので、１気筒当たり１個の燃料噴射ノズル
で、副燃焼室内において燃料と同室内に満たされている
ガスとの混合が極めて円滑になり、副燃焼室内の燃焼が
大幅に改善される。Further, a plurality of fuel injection nozzles can be arranged in the sub-combustion chamber, and fuel can be injected from the plurality of fuel injection nozzles. The mixing with the gas in the same chamber becomes extremely smooth, and the combustion in the sub-combustion chamber is greatly improved.
【図１】本発明の一実施例を示す縦断面図FIG. 1 is a longitudinal sectional view showing one embodiment of the present invention.
【図２】図１の平面を示す模式図FIG. 2 is a schematic diagram showing the plane of FIG. 1;
【図３】図１に示す副燃焼室のバルブの開閉のタイミン
グの一例を示す線図FIG. 3 is a diagram showing an example of opening and closing timing of a valve of a sub-combustion chamber shown in FIG. 1;
１ シリンダ ２ シリンダ ３ 副燃焼室 ４ 連通孔 ５ 連通孔 ６ 噴孔開閉バルブ ７ 噴孔開閉バルブ ８ 噴射ノズル ９ 噴射ノズル １０ 排気弁 １１ 排気弁 １２ 排気弁 １３ 排気弁 ２０ ピストン ２１ ピストン ２２ 主燃焼室 ２３ 主燃焼室 ２４ 吸気孔 ２５ 吸気孔 DESCRIPTION OF SYMBOLS 1 Cylinder 2 Cylinder 3 Sub combustion chamber 4 Communication hole 5 Communication hole 6 Injection opening / closing valve 7 Injection opening / closing valve 8 Injection nozzle 9 Injection nozzle 10 Exhaust valve 11 Exhaust valve 12 Exhaust valve 13 Exhaust valve 20 Piston 21 Piston 22 Main combustion chamber 23 Main combustion chamber 24 Intake hole 25 Intake hole
───────────────────────────────────────────────────── フロントページの続き (58)調査した分野(Int.Cl.7，ＤＢ名) F02B 19/02 F02B 19/14 F02M 25/07 ──────────────────────────────────────────────────続 き Continued on the front page (58) Field surveyed (Int.Cl. 7 , DB name) F02B 19/02 F02B 19/14 F02M 25/07
Claims (3)
エンジンにおいて、 駆動軸に連結した第１のピストンを有し、上部に設けた
主燃焼室と、主燃焼室に対する吸気弁機構と排気弁機構
を有する第１の気筒と、 駆動軸に連結した第２のピストンを有し、上部に設けた
主燃焼室と、主燃焼室に対する吸気バルブ機構と排気バ
ルブ機構を有する第２の気筒と、 上記第１と第２の気筒に近接して設けられた副燃焼室
と、 該副燃焼室内に燃料を噴射する燃料噴射ノズルと、 上記副燃焼室と第１の気筒の主燃焼室とを連通する第１
の連通孔と、 上記副燃焼室と第２の気筒の主燃焼室とを連通する第２
の連通孔と、 上記第１の連通孔を開閉する第１の噴孔開閉バルブと、 上記第２の連通孔を開閉する第２の噴孔開閉バルブと、 第１の気筒の主燃焼室の膨張行程の内圧と第２の気筒の
主燃焼室の圧縮工程の内圧とがほぼ等しい状態で第１の
噴孔開閉バルブを閉じるとともに第２の噴孔開閉バルブ
を開き、第１の気筒の主燃焼室の圧縮工程の内圧と第２
の気筒の主燃焼室の膨張行程の内圧がほぼ等しい状態で
第１の噴孔開閉バルブを開くとともに第２の噴孔開閉バ
ルブを閉じる噴孔開閉バルブの駆動手段と、 を具備してなる副室式２サイクルディーゼルエンジン。1. A multi-cylinder sub-combustion chamber type two-stroke diesel engine having a first piston connected to a drive shaft, an upper main combustion chamber, an intake valve mechanism for the main combustion chamber, and an exhaust valve. A first cylinder having a mechanism, a second cylinder having a second piston connected to a drive shaft and provided at an upper portion, and a second cylinder having an intake valve mechanism and an exhaust valve mechanism for the main combustion chamber; A sub-combustion chamber provided in proximity to the first and second cylinders; a fuel injection nozzle for injecting fuel into the sub-combustion chamber; and a communication between the sub-combustion chamber and a main combustion chamber of the first cylinder. First
A communication hole between the auxiliary combustion chamber and the main combustion chamber of the second cylinder.
A first injection hole opening / closing valve for opening / closing the first communication hole, a second injection hole opening / closing valve for opening / closing the second communication hole, and a main combustion chamber of the first cylinder. When the internal pressure of the expansion stroke and the internal pressure of the compression process of the main combustion chamber of the second cylinder are substantially equal to each other, the first injection port opening / closing valve is closed and the second injection port opening / closing valve is opened, so that the first cylinder main port is opened. Internal pressure and second pressure in the compression process of the combustion chamber
A driving means for the opening / closing valve that opens the first opening / closing valve and closes the second opening / closing valve while the internal pressure of the expansion stroke of the main combustion chamber of the cylinder is substantially equal. Room type two-cycle diesel engine.
を複数個設けたことを特徴とする請求項１に記載の副室
式２サイクルディーゼルエンジン。2. The sub-chamber type two-stroke diesel engine according to claim 1, wherein a plurality of fuel injection nozzles for injecting fuel into the sub-combustion chamber are provided.
噴孔開閉バルブの開閉タイミングを調整する調整手段を
備えていることを特徴とする請求項１に記載の副室式２
サイクルディーゼルエンジン。3. The sub-chamber type 2 according to claim 1, wherein the driving means for the injection hole opening / closing valve includes an adjustment means for adjusting the opening / closing timing of the two injection hole opening / closing valves.
Cycle diesel engine.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3212883A JP3059252B2 (en) | 1991-07-30 | 1991-07-30 | Two-cycle diesel engine with sub chamber |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3212883A JP3059252B2 (en) | 1991-07-30 | 1991-07-30 | Two-cycle diesel engine with sub chamber |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH0533651A JPH0533651A (en) | 1993-02-09 |
| JP3059252B2 true JP3059252B2 (en) | 2000-07-04 |
Family
ID=16629842
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP3212883A Expired - Lifetime JP3059252B2 (en) | 1991-07-30 | 1991-07-30 | Two-cycle diesel engine with sub chamber |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3059252B2 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2005121522A1 (en) * | 2004-06-10 | 2005-12-22 | Ichiro Kamimura | Independent combustion chamber-type internal combustion engine |
Families Citing this family (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR20010110266A (en) * | 2001-11-15 | 2001-12-12 | 김창선 | A engine provided adiabatic member in the combustion chamber and a engine reusing discharging energy and high pressure jet assembly |
| EP2449223B1 (en) * | 2009-06-29 | 2015-04-22 | Jenó Polgár | Internal combustion engine with separate combustion chamber and a method to achieve modified and controlled autoignition in said chamber |
| KR101224306B1 (en) * | 2010-05-18 | 2013-01-18 | 김창선 | Engine for electric generator |
| CN102748126B (en) * | 2011-06-20 | 2015-09-02 | 摩尔动力(北京)技术股份有限公司 | Valve control common cylinder U flow piston thermal power system and improve the method for its efficiency |
-
1991
- 1991-07-30 JP JP3212883A patent/JP3059252B2/en not_active Expired - Lifetime
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2005121522A1 (en) * | 2004-06-10 | 2005-12-22 | Ichiro Kamimura | Independent combustion chamber-type internal combustion engine |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0533651A (en) | 1993-02-09 |
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